Campbelltown City Council Road Network Asset Management … · 2016-06-24 · Governments have a...

Campbelltown City CouncilRoad Network Asset Management Plan 2016-2026

Disclaimer

This document was first published on 15 June 2015. The information contained in this document is to be considered general in nature and Council reserves the right to make changes accordingly. Any document

that contains financial information is to be considered an estimate based upon information available at the time of publication. Council takes no responsibility for actions taken by third parties based on

information contained in this document.

This document is to be considered by Council at an Extraordinary Meeting to be held on 28 June 2016.

Version 4

Contents

1

Introduction 2

Levels of service 3

Demand forecast and management 5

Currents status of assets 11

Operations and maintenance 15

Bringing old assets back to life… asset renewals 18

New works (Capital) 19

Asset disposals 22

10 year financial forecasts 23

(Asphalt Resheeting at Stranraer Drive, St Andrews)

Introduction

2

The 10 year Roads Network Asset Management Plan meets the requirements of Integrated Planning and Reporting with respect to being a component of the Resourcing Strategy.

The plan provides details about Council’s approach to the management of the road network, in line with appropriate standards, and contributing to the achievement of the objectives in the Community Strategic Plan. The plan has been written in line with the International Infrastructure Management Manual (International Edition 2011) and addresses the areas of levels of service, demand forecasts, currents status of assets operations and maintenance, renewals, new works (capital), and disposals, and also includes reference to the 10 year financial forecasts for the management of the assets as contained in the Long Term Financial Plan. This plan is one of four covering each of the asset classes

road network (including bridges)

buildings and facilities

public spaces (sports grounds, parks, playgrounds and the equipment and furniture that is located within these spaces)

stormwater and drainage

The level of service expected by the community is the first factor that influences the approach to asset management. The community engagement that was undertaken and the resulting objectives and strategies contained in the Campbelltown Community Strategic Plan provide an overview of the levels of service that the community want from Council.

The general feeling from the community is that they are satisfied with the level of service that they receive from Council1, however, with respect to asset management; they would like Council to continue to focus on areas such as road maintenance, availability of parking and traffic management.

Council continues to work on defining and documenting the levels of service for each of its asset classes. Indicative service levels for each asset class have been suggested in each plan, however these will be finalised as part of the improvements to Council’s overall asset management approach.

All Council assets are considered critical to the delivery of services to the community.

1 Campbelltown City Council 2015 Telephone Survey

Level of Services

3

Road network

Roads, bridges and associated structures are of vital importance to the ever expanding community and industrial landscape within and around Campbelltown. The road network allows the community to move in, out and around the City. Council supports this transport network to enable economic activity, tourism links and social connectivity to meet community needs. In doing this Council contributes to the Campbelltown Community Strategic Plan, Objective 3 - An accessible City. More specifically, to the Strategy 3.1 - The development and implementation of infrastructure plans to support efficient movement around the City. The Asset Management Strategy contains a comprehensive list of road assets in the Campbelltown Local Government Area, including:

Road and car park surfaces

Kerb and gutters

Footpaths and cycleways

Bridges and culverts

Road Furniture

Road Structures

As indicated earlier, the Local Government Area has an extensive network of roads and associated assets. While Council maintains a large component of the road network, both the State and Federal Governments have a role to play in the management of roads within the Local Government Area. Work has commenced on the development of performance measures and service levels for the provision of roads and related structures - see Table 1.

The measures will continue to be refined over the coming 12 months, along with a process for monitoring and reporting against them.

Level of Services

4

Table 1 Performance measures and levels of service for Council’s road network and associated structures

Key Performance Measure

Level of Service Performance Measure Process Performance Target 2014-2015 Performance

Quality

Well maintained and suitable road network and footpaths

Sealed road network condition No asset in condition 5 by 2019-2020

0.31% road surfacing is in condition 5 0.01% road pavement is in condition 5

Footpath network condition No asset in condition 5 by 2019-2020 2.22% in condition 5

Kerb and gutter asset conditions No asset in condition 5 by 2019-2020 0.34% in condition 5

Bridges and culverts conditions No asset in condition 5 by 2019-2020 0% in condition 5

Road network condition Pavement Condition Index (PCI) from ≥6.75 for 100% of network

86% roads have PCI of ≥6.75

Provide smooth ride Roughness testing as per Naasra Index (NI)

Average network roughness count <85 counts/km

Average network roughness 91 counts/km

Safety Ensure that road network is safe Reported fatal crashes 0 per year 2 fatal crashes

Provide a footpath network that is suitable for the demographics and managed on risk priority

Claims on customer service request <5 per year 7 claims

Accessibility Provide all weather access at all times Occurrences and times of roads being inaccessible

No road should be inaccessible at any time

2 roads (Cambridge Avenue & Wedderburn) was closed due to flooding

Road renewal Implement renewal program at optimum time to upgrade/maintain the road network at satisfactory condition

Treatment selection by utilising optimise decision making model and considering benefit/cost ratio

100% treatments selected by optimise decision making model, Benefits > costs for 100% of projects

90% 89%

Note: Condition ratings referred to in the table above are as follows, 0 = Newly Constructed – no work required, 1 = Excellent - no work required, 2 = Good condition - normal maintenance only,3 = Fair (average condition) - some work required, 4 = Poor condition - renewal required within one year, 5 = Very poor (critical condition) - urgent renewal required

Demand forecast and management

5

There are various factors that will affect the demand for the services and associated assets that Council provides, now and in future years. While some factors will affect all services and assets, such as population growth, others will only affect particular services and assets such as growth in car ownership. The changing population and demographics, both within Campbelltown and surrounding Local Government Areas will have a significant impact on transport corridors and infrastructure needs within the Campbelltown Local Government Area. Council completes modelling of the impacts of population growth across the Local Government Area. It is expected that the population of Campbelltown will increase from 158,000 in 2015 to at least 300,000 by 2036. Growth will largely be urban renewal, medium density and smaller scale master-planned estates. The Campbelltown LGA has been announced as a growth corridor through the Glenfield to Macarthur Priority Urban Corridor Strategy. This strategy has the potential to add more than 33,000 new dwellings to the Campbelltown LGA thereby accommodating an estimated 90,000 additional people. It is anticipated that there will be extra pressure on already stressed roads from development within the Local Government Area, and in addition, residents from areas such as the South West Growth Centre (including Oran Park) and in the north and south of Campbelltown will come to use the services provided at Campbelltown, for example the hospitals and railway stations. These increases in demand will place pressure on the road networks and will be discussed in further detail in the following pages.


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Road network

The expected growth in and around the Local Government Area has implications for Council in its continued provision of services and assets to meet the needs of both existing and new populations. The more specific factors affecting demand for roads can be found in the table below.

Table 2 Factors specifically affecting demand and expected impacts on road assets

Demand Factor Present Position Projection Impact on Services/Assets

Residential impacts Number of dwellings as at 2015 was 54,247 Increase over the next 10 years to 66,348 in 2025

The road system has a number of existing or potential stress points that are likely to require remedial works in order to accommodate the growth in traffic that will accompany development

Public transport

Council reviews existing transport needs for new developments in conjunction with the State government and surrounding Local Government Areas

With a higher population and more congested roads, demand for public transport is likely to be higher

Increase in the provision of bus lanes and bus shelters and commuter car parks to facilitate alternative forms of transport

Cycling Facilities are being provided in accordance with Local Area Bike Plan

It is anticipated that there will be an increase in the kilometres of cycleways required

Increased provision of cycle ways and/or combined pedestrian paths across the LGA

Legislative requirements There are changes in NSW Roads and Maritime Services technical directions and disability accessibility standards

Higher standards for improved safety and amenity

Higher levels of service will require consideration of funding arrangements to ensure that service standards are met

Growth in car ownership Census data shows that there is a growth in the number of cars per residence

It is anticipated that the ownership of cars will continue to increase

If current car ownership is maintained and the population rises, there will be a greater demand for roads services

Commercial/industrial impacts Movement in and out of the City via the main arterial roads and highways is currently at capacity, reducing the ability for

This will increase over the next 10 years

The congestion will increase and therefore the roads will have higher utilisation and deteriorate faster. There is also the potential for the loss of jobs through


7

Demand Factor Present Position Projection Impact on Services/Assets

customers and employees to reach their destination

employers relocating


8

Council utilises the Institute of Public Works Engineering Australia model, as defined in the Asset Management Strategy, to estimate demand for new roads and associated assets. One of the main inputs to model is population data. The model predicts that over the next 10 years (2016-2025), Council will be required to build approximately 30 kilometres of new road, 36 kilometres of new footpath and 60 kilometres of new kerb and gutter. This will also generate a need for new street signs, bus stops, street lights and lanterns. Renewals are dealt with later in this document in more detail.

Council will address the increasing demand for roads, and develop strategies to manage it, in the following four ways by:

• by modelling and analysing traffic in its Local Government Area • by modelling and analysing utilisation in its Local Government

Area • by modelling and analysing traffic in partnership with Camden

Council, focusing on the combination of areas and demand factors

• by participating in State Government strategies.

(Asphalt Resheeting at George Street, Campbelltown)


9

With new development comes increased traffic on the roads in and around the city. This is particularly important, as there is a need to retain quality traffic access to the city centres to maintain their commercial competitiveness. There is also a need to expedite bus movements through the centre and facilitate traffic circulation within the centre. To mitigate the traffic issues, Council builds approximately $200,000 worth of cycleways a year, and supports all reasonable requests for bus priority works in an attempt to reduce the use of private cars.

In addition to the works identified above, and in order to examine these issues, Council is developing a traffic model that will allow future traffic demands to be quantified and implications of possible improvement options to be assessed. Another model will allow separate overall arterial/sub-arterial and town centre road system development strategies to be prepared.

More specifically, Council will develop: • a Campbelltown road traffic model suitable for the prediction of

area wide traffic forecasts • a Campbelltown town centre road traffic model, and • an Ingleburn town centre road traffic model.

Once developed, Council will use the Campbelltown road traffic model to establish a 10 to 20 year road network development strategy to cover residential, collector and regional arterial roads. The Campbelltown and Ingleburn town centre road traffic models will be used to assess the effects of expected development and develop a town centre traffic management strategy.

(New Cycleway at Airds Road, Leumeah)


10

Council worked in partnership with Camden Council and the NSW State Government to develop the Campbelltown and Camden Councils Integrated Transport Strategy Final Report, which was finalised in September 2006. The strategy was aimed at:

• bringing together the various existing transport studies and strategies affecting the region into one comprehensive strategy document

• outlining the costs and benefits of the various transport priorities identified for the region

• providing both Councils with information and facts to support actions to implement and lobby for transport improvements, and

• outlining an implementation strategy for transport improvements, including costings, timing and responsibilities.

The strategy identifies five key areas: Land Use, Road Network, Parking, Public Transport, and Walking and Cycling, and contains a number of individual actions under each of the areas, including an appropriate implementation plan for each action. A number of the actions are already in progress through Council's normal planning processes for new release areas, or are part of existing transport reviews such as the bus services review recently completed and implemented by Transport for NSW. Other actions that will commence shortly include:

• a review of the footpath strategies • increased funding for cycleway linkages • an increase in Council involvement in the bus services review

by Transport for NSW • an increase in Council involvement in the Transport NSW

commuter parking strategy • an increase in lobbying activities for improvements to the road

network for all forms of transport, rail services, commuter parking and expansion of bus services to keep in step with resident demands.

Council recently endorsed the Campbelltown Local Government Area Bicycle Plan and the Pedestrian Access and Mobility Plan. These plans act as a guide to ensuring crucial linkages and access are provided throughout the City. The plans will ensure that future development takes into account access and alternate forms of transport at the concept stage of any development, and appropriate land is set aside within the developments to adequately provide for these plans.

Currents status of assets

11

Road and car park pavements or structure

The pavement is the structural component of the roadway, and is comprised of the base and sub base layers. The pavement layers are constructed from natural gravels, fine crushed rock, hot mix, or concrete, and are designed to adequately distribute the surface loads from vehicles to the weaker natural material at the sub grade level.

Road and car park surfaces

The surface is the interface between the road vehicle and the pavement. The purpose of this asset group is to provide a safe, preferably all-weather, wear-resistant surface that improves the coefficient of friction between the vehicles and the roadway. The surface layer inhibits water infiltration into the pavement thus retaining the pavement’s structural integrity.

Kerb and gutters

Kerb and gutters provide a defined edge to a road for traffic management purposes and for the conveyance of stormwater to underground pipe systems.


Footpaths and cycleways are paths designated for the use of pedestrians and bicycles.


Road bridges are those sections of a road that have abutments. Foot bridges form a separate asset sub-class.

Road Furniture Road furniture is comprised of signs, crash fencing, litter bins and public seating. Road Structures Road structures include roundabouts, bus shelters, retaining walls, and raised crossings, amongst others. A summary of the assets owned and their replacement cost as shown in the following Table 3.

Table 3 Asset Owned and their Replacement Cost

Asset Category Sub Category Quantity Total replacement

cost

Roads

Formation 6,209,410m2 $22,810,268

Pavement Base with Subbase

2,387,096m2 $91,693,676

Pavement without Subbase 3,821,598m2 $113,158,078

Surfacing 6,208,315m2 $89,884,877

Car parks

Formation 410,383m2 $2,135,748

Pavements 410,383m2 $10,111,641

Surfacing 391,534m2 $6,872,016


Footpaths and cycle ways 434.58km $49,284,629

Kerb and gutter and traffic island

Kerb and gutter 1,263.63km $244,523,702

Road intersections - islands 537 $3,016,389


12

Asset Category Sub Category Quantity Total replacement

cost

Roundabouts and other devices

850 $15,418,899


Road Bridges 32 $46,973,124

Pedestrian Bridges 35 $5,342,171

Major Culverts Under Roads 122 $22,115,195

Major Culverts Not Under Roads

4 $687,711

Traffic management devices

Raised/Wombat Crossing 256 $1,550,084

Local Area Traffic Management

232 $432,317

Road furniture

Signs 17363 $7,060,300

Street Litter Bins 249 $261,450

Bin Enclosures (120L & 240L)

80 $155,808

Concrete Street Benches 33 $31,615

Aluminium Street Benches 53 $65,720

Crash barrier fencing 19.42km $7,466,990

Trolley Coral 4 $8,997

Footpath Baulks 60 $80,000

Other infrastructure

Bus shelters 220 $7,030,233

Road Related Retaining Walls

5,742 m2 $1,783,978

Total $749,955,616

Condition rating for road is based on the Pavement Condition Index (PCI) is detailed in Table 4 below:

Table 4 Road condition, measured by Pavement Condition Index-(PCI), ranging from 0 to 10 as below

PCI rating Condition

0 to 2.5 Very poor

2.5 to 4 Poor

4.0 to 5.5 Average

5.5 to 8 Good

8 to 10 Excellent


13

The following Figure 1 demonstrates the condition distribution of the

assets of Road Pavement and Road Surfacing.

Figure 1 Condition Distribution for Roads Network

Condition ratings and descriptions for infrastructure assets other than roads are detailed in the table below:

Table 5 Condition rating and its description for infrastructure assets other than road

Condition Rating

Condition Description Life Consumed

(%)

0 New or recently rehabilitated asset 0-10

1 Very Good: Near new condition. No defects

>10 -30

2 Good: Sound condition. Minor maintenance required

>30 to 55

Condition Rating

Condition Description Life Consumed

(%)

3 Average: Some deterioration. Significant maintenance required

>55 to 75

4 Poor: Severe deterioration. Significant renewal of rehabilitation required

>75 to 90

5 Very Poor: Asset unserviceable. Beyond rehabilitation. Renewal required

>90 to 100

The following Figure 1 shows the condition distribution of Road

Bridges, Pedestrian Bridges & Major Culverts.

Figure 2 Condition Distribution for Bridges & Major Culverts


14

The following Figure 1 shows the condition distribution of Road

Bridges, Pedestrian Bridges & Major Culverts.

Figure 3 Condition Distribution for other Road Assets

In 2002-2003, Council decided to upgrade and maintain its whole road network at an average network Pavement Condition Index (PCI) level of 6.75. In addition to this, Council also decided to maintain its road network on different PCI levels based on road hierarchies and urban classes as below.

Table 6 Condition rating and its description for infrastructure assets other than road

Road Class

Hierarchy Urban Class

Acceptable PCI

Class 6 Regional Road Urban 7.0

Class 6 Regional Road Rural 6.5

Class 7 Collector Road Urban 6.75

Class 7 Collector Road Rural 6.5

Class 8 Residential Street Urban 6.5

Class 8 Residential Street Rural 6

Class 9 Cul-de-sac Urban 6.5

Class 9 Cul-de-sac Rural 6

Critical Road Infrastructure Assets Critical assets have been identified by applying a risk scoring system

to assets in each asset category. The following Road Infrastructure

assets are listed as critical assets:

Gilchrist Drive Road Bridge over Railway

Henderson Road Bridge over Railway

Rose Payten Drive Road Bridge over Railway

Blaxland Road Pavement

Williamson Road Pavement

Ben Lomond Road Pavement

Camden Road Major Culvert

Operations and maintenance

15

Council has an extensive program of operations and maintenance of its assets. This includes actions such as heavy/minor patching of the road network. Generally, operations and maintenance activities are carried out by qualified Council staff. Where this is not possible, contractors are employed to undertake other relevant activities, especially those that are related to compliance with Australian Standards or legislative requirements.

These figures do not include renewal costs detailed in Schedule 7 of the Financial Statements. Table 9 below provides an indication of the expenditure.

The following maintenance work functions are used to manage assets at Council: Programed

maintenance

Maintenance that occurs on an annual cycle that is planned to bring the asset back to its intended level of service, or

Operational

maintenance

Maintenance that addresses Legislative or

Australian Standards requirements.

Reactive

maintenance

Maintenance that is unplanned due to unforeseen

changes to the assets intended level of service.

Road network

Council spent approximately $5.8m on road maintenance activities in 2014 - 2015. The typical maintenance activities carried out are listed in Table 4.

Generally, maintenance activities are guided by the following principles:

the network is maintained to deliver the desired levels of service

assessing whether minor maintenance is required if road pavements are due for rehabilitation

ensuring that all defects in the road are rectified before the road is re-sealed.

Road maintenance activities are carried out by qualified Council staff. If a section of road requires more than minor maintenance works, then the road is listed on the future renewal program.

Table 7 Typical maintenance activities for road assets

Asset Group Asset Management

Roads and car parks Pothole patching, heavy patching, crack sealing and rejuvenation/micro sealing

Kerb and gutter Reactive maintenance where urgent


Asphalt levelling and footpath grinding

Bridges and culverts Concrete repair work, timber repair work, painting work and devegetation at waterways


16

Council has drafted key performance measures for road operations and maintenance activities as listed below in Table 8.

Table 8 Performance measures for road assets operations and maintenance activities

Key Performance Measure

Level of Service Performance Measure Process Performance Target 2014-2015 Performance

Cost effectiveness of maintenance

Proactive maintenance Percentage of maintenance completed by proactive repairs

>75% programed maintenance works

80%

Provide road maintenance services in a cost effective manner

Maintenance cost $/km No increase in $/km Pending

Footpaths: Provide construction and maintenance of footpaths in a cost effective manner

Scheduled works completed within budgets

100% within Budget 98% within budget

Undertaking road maintenance work is a difficult activity. Some of the operational challenges faced when attempting to undertake this work includes:

• carrying out rehabilitation/reconstruction works while minimising traffic delays

• identifying critical timeframes to plan work • managing public expectation • sustaining natural products in construction works by recycling

all materials, soils, aggregates and vegetation • reducing erosion and protecting waterway systems • minimising noise and restricted working hours • resourcing skilled staff • ensuring adequate and appropriate training • ensuring quality standards are met

• operating with the least amount of disruption.

Hand in hand with maintenance activities comes the inspection program that Council undertakes. Council has extensive procedures in place to undertake condition assessment of roads and other assets, and Council has developed a Condition Inspection Handbook which contains the procedures used for asset management inspection activities.


17

Council describes renewals as expenditure on assets that returns them to their original state or as close to it as possible. Capital works are defined as activities that enhance the function of an asset or materially extend the life of an asset beyond its original designed life. More information on capital works can be found in the Long Term Financial Plan and the Operational Plan.

Council undertakes extensive modelling using data captured by rigorous inspection programs to project the renewal of assets.

Road network

Road asset renewals are identified and prioritised in a cost effective manner based on a comparison of the costs and benefits of alternatives. This prioritisation is performed using the Pavement Management System. Renewal is undertaken using ‘low-cost’ renewal methods where practical. The aim of ‘low-cost’ renewals is to restore the service potential or future economic benefits of the asset by renewing the assets at a cost less than replacement cost.

There are a number of projects that Council will consider to revitalise our business centres. This will include refurbishment of paving and increased parking in the Campbelltown Central Business District. This will contribute to improved amenity and encouraging new investment.

Renewal methods

Road pavements: Council’s common practice for the renewal of urban sealed road pavements is by recycling of the pavement base (top part) material. This is the most cost effective renewal method as the estimated cost of recycling of the pavement base is less than the cost to replace (reconstruction) the existing pavement base material. The value of the modern equivalent asset for the pavement base asset is

based on recycling of the existing base materials with addition of stabilising binder material. Pavement surfacing: The most common method is to resurface the existing asset on a specified frequency. Council recently applied micro surfacing treatment on many local roads.

Table 9 Typical maintenance activities for road assets

Asset Group Asset Management

Roads and car parks

Spray sealing, rejuvenation/micro sealing, micro surfacing, pavement stabilisation and asphalt overlay

Kerb and gutter

Kerb and gutter reconstruction


Footpath reconstruction program


Bridge deck wearing surface renewal work, safety barrier upgrading work and timber replacement work

Bringing old assets back to life…asset renewals

18

The predicted renewal rates are determined by models. The predicted renewal rate for road assets can be found inError! Reference source not found.

Figure 4 Predicted required renewal expenditure for road assets

New Works

19

The program of new works is generated by a number of means, including new development in and around the Local Government Area. Council is currently developing a strategic capital works program that will provide a framework for a more structured approach to the need for capital works. The Long Term Financial Plan and the 2016-2017 Operational Plan and Budget provide details of Council’s capital expenditure. Road network The creation of new road assets is affected in several ways:

assets being vested in Council through subdivision/developments

construction of new roads

installation of traffic management devices and street furniture etc. on existing streets to address identified needs

where new Council-owned bus shelters are constructed, action is taken to ensure that they are Disability Discrimination Act 1992 compliant.

The model developed by the Institute of Public Works Engineering Australia (IPWEA) is used by Council to predict the demand for new road assets. Figures 5 and 6 show the forecast demand for new road assets up until 2021. The assumptions the Institute of Public Works Engineering Australia model uses are:

a new house has a street frontage of 12 to 15 metres

location of houses on the road (one or both sides)

a new road will have 1.2 metres of footpath associated with it

stormwater drains are on one side of a road

the spacing between river culverts is 5000 metres

the length of a river culvert is 10 metres

there are five new signs for every new kilometre of road

the length of new kerb and channel is once/twice that of the length of new road built

there is one catchpit every 32 metres of road

there is one street light every 55 metres of road

there is one bus stop every 1000 metres of road

the average persons per household will be three

there is a linear average annual growth increase and population figures are based on the projections based on census data

the cost of new assets is based on the unit rate of the current replacement cost.

New works

20

Figure 5 Projected demand for new roads, footpaths and kerb and gutter (km) (IPWEA modelling)

Figure 6 Projected demand for new street signs, lights and bus stops (IPWEA modelling)

As indicated earlier, Council has worked in conjunction with Camden Council and the State Government on the Campbelltown and Camden Councils Integrated Transport Strategy Final Report. This report provides a regional perspective to transport issues and provides Council with information to support actions to implement and lobby for transport improvements. It also outlines an implementation strategy for transport improvements, including costings, timing and responsibilities, among other more regionally focused issues

New works

21

Other issues that are particularly relevant to Council and the community include:

Badgally Road link to Campbelltown CBD and railway station (Over Bridge)

Raby Road intersection upgrades

Badgally Road Upgrade

Eagle Vale Drive upgrade

Narellan/Kellicar Road upgrade

Spring Farm Parkway

development of a support road and traffic management network for the Campbelltown CBD

M31 capacity and future ramps at Menangle Park and Badgally Road, Campbelltown

alternative/upgrades to University of Western Sydney access

redevelopment of housing estates - community and recreation facilities

Narellan Road upgrade

development of Macarthur Bus/Rail Interchange

future commuter parking provision at Campbelltown, Leumeah, Minto, Ingleburn, Macarthur railway.

Investigations are being continued for the following projects:

Moore Oxley Bypass/Queen Street intersection improvement - dual right turn lane into Queen Street

Minto to Ingleburn industrial link road

Cambridge Avenue high level bridge

Wedderburn Bridge Upgrade

Duplication of Raby Road Bridge over M31.

Asset disposal

22

A detailed procedure on asset disposal has been prepared by Council in line with the statutory requirements. This document is currently being reviewed to ensure that it is contemporary. It is the responsibility of all staff who are involved in the disposal of assets to ensure that the process is performed in a transparent and accountable way.

A decision to dispose of an asset may be based on the following:

asset is no longer required

asset is unserviceable or beyond economic repair

asset is obsolete or operationally inefficient

asset does not comply with Council’s Work Health Safety standards

there is no use expected for the asset in the foreseeable future

optimum time to maximise return or part of the asset replacement program

discovery of hazardous chemicals contained within the asset

costs associated with the retaining of the asset (eg, storage, insurance, security and management) outweigh the benefits of retaining the asset.

Council has an extensive approval process in place prior to any asset being disposed of. Significant assets will not be disposed of without the approval of elected members.

(Disposal of old pavement material at Mercedes Road, Ingleburn

Ten year financial forecasts

23

The Long Term Financial Plan provides scenarios for meeting the funding requirements for operation, maintenance and renewal of assets. The scenarios have been informed by the complex models that are generated from the Asset Management System used by Council. The models allow Council to predict the funding requirements over time, based on the levels of service required and the age of the asset.

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